Automatic gearshift transmission for automobiles together with improvements in clutches and gearboxes



NOV- 4, 1941- J. A, H. BARKEIJ 2,261,898 AUTOMATIC GEARSHIFT TRANSMISSION FCR AUTOMOBILES TOGETHER WITH IMPROVEMENTS IN CLUTCHES AND GEARBOXES Filed June 20, 1933 '7 Sheets-Sheet 2 FIGB c nam @om @GM j gg@ ZOWER- END.

Inventor J. A. H. BARKEIJ Nov. 4, 1941.

AUTOMATIC GEARSHIFT TRANSMISSION FOR AUTOMOBILES TOGETHER WITH IMPROVEMENTS IN CLUTCHES AND GEARBOXES Filed June 20, 1955 '7 Sheets-Sheet 3 M m ..1 M u v m M W 6 f n m @.-V///// H M ,m |11..

TIllil 2,26 ,898 HER WITH 'NOW 4, '194i- J. A. H. BARKEIJ AUTOMATIC GEARSHIFT TRANSMISS ION FOR AUTOMOBILES TOGET IMPROVEMENTS IN CLUTCHES AND GEARBOXES Filed June 2O 1935 7 SheeaLs--SheerI 4 NOV. 4, 1941. J, A H, BARKEU 2,261,898 AUTOMATIC GEARSHIFT TRANSMISSION FOR AUTOMOBILES TOGETHER WITH IMPROVEMENTS IN OLUTCHES AND GEARBOXES Filed June 20, 1955 7 Sheets-Sheet 5 SMN Sum @z E G @mv A m@ .WQ SQ@ e ,SJ @E QME ED. E.

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AUTOMATIC GEARSHIFT TRANSMISSION FOR AUTOMOBILES TOGET IMPROVEMENTS IN CLUTCHES AND GEARBOXES Filed June 20, 1933 FIG 20A.

FIGS,

SW. XCNX STA RTDC INVENTOR www? B at.

Nov. 4, 1941. v J 2,261,898

A. H. BARKEIJ AUTOMATIC GEARSHIFT TRANSMISSION FOR AUTOMOBILES TOGETHER WITH IMPROVEMENTS IN CLUTCHES AND GEARBOXES Filed June 20, 1935 FIG 25A l n .IIA ll'h l Y s4 ssd (9a) 55000) w3) s1 .1, INVENTOR Patented Nov. 4, 1941 AUTOMATIC GEARSHIFT TRANSMISSION FOR AUTOMOBILES TOGETHER IMPROVEMENTS GEARBOXES WITH CLUTCHES AND Jean A. Il. Barkeij, Altadena, Galif.l Application June 20,- 1933, Serial No. 676,646

' (ci. 19e-.01)

13 Claims.

A In the present construction the brake between the front clutch and gearbox may be applied if thesynchromesh-arrangement of Fig. 3 is oinitted, vand the synchromesharrangemeht show n in Fig. 3 may be applied, if the brake-mechanism of Fig. 15 is omitted (Figs. 15 and 17).

My rst object is to free the gear transmission from the motor and the vehicle (simultaneously with decreasing the engine speed) by means of two vacuum-operated clutches, or one vacuumoperated clutch and one one-way clutch.

My second object is to combine the iirst object with a vacuum operated pump controlled by a button from the steering wheel to shift the gears into low, second, and high gear simultaneoursly with the operation of said clutches, or right thereafter.

My third object is to connectthe inlet manifold by means of an automatic valve with a vacuum reservoir, and to connect said reservoir with a control unit composed of two control valves, one being operated independently from the dashboard to connect and disconnect said vacuum reservoir with said vacuum operated clutches and vacuum gearshift, the other being operated simultaneously with the throttle s o that said clutches are declutched, when the throttle is closed and in clutched position when the throttle is opened.

My fourth object is to construct the vacuum clutch in such a way that in declutched position the piston of the vacuum pump does not rotate against the inside of the ilywheel, but against a separate cylinder wall rotating with the speed of the clutch shaft so that the piston and cylinder both rotate always with the same speed, or are at a standstill.

- Mv iifth object is to connect the lubricating system of the engine with the lubrication of the main clutches and g'ear transmission.

by preference said second control valve by a third valve associated with the control of the prime mover in a vehicle, to control said third valve and said second valve or only said second control-valve by a fourth valve operated independently oi said rst three valves. Subcombinations of said valves are supposed to be lncluded.

My eighth object is to place an intermediate control valve (M) between the control button Zia-aand the control valves Slt-b, and lia-b,

actuated by the clutch pedal when the vacuum.

pumps have freed the gearbox at both ends. Said second control valve by preference so l:made that it creates in a iluid motor, effecting the gearshift, a neutral condition after a shift.

so that said motor does not pull on any gearkor valve 47' between the inlet manifold l and the which at least one lower gear transmission is in uid motor I5 for gearsliifting with an atmospheric opening 4m which allows air to enter in the uid motor I5on that side of the piston where there was vacuum, when the control valve H7' established connectionbetween manifold and fluid motor I5, that is when the main clutches have treed the gearbox from both ends, and have connected it again at both ends, when the footpedal 22 returned. again to normal position. `Said control valve is further provided with a horizontal airhole 1n-m, to prevent a vacuum constant mesh between the driving end and the -by preference mechanically associated' with mechanism to declutch one or two main clutches when the piston Fig. 15C) control valves between the inlet manifold of an internal combustion engine' and said vacuum fluid motor. The clutches, iluid motor, gear transmission are shown-in longitudinal, veriore and after said gear transmission, to control tical, cross section, and also the iirst two control valves and 6, the other two being shown in enlarged cross section in Figs. 2B and 5-1o, and a fifth valve in the flywheel being shown in Fig. 2A.

Fig. 2 shows Fig. 1 on the section line S2, and is a top view of a horizontal section of the gearshift lever just above the gearshifter shafts in the gearbox, and the fluid motor shifter shaft Ila of the vacuum uid motor I5.

Fig. 2-2 shows a modification of Fig. 2.

Fig. 2A is vertical cross section of an automatic valve 'Ii (Figs. 1 and 3) in the flywheel to control t-he rate of the escape of air from the space between the flywheel chamber and the vacuum fluid motor therein.

Fig. 2B is a vertical cross section of the valve 4i, between control valve 6, and control valve 1I (see Fig. 1)

Fig. 3 shows a vertical section of one type of gearbox, which can be used together with the shifting arrangement of Figs. 2 and 2 2, and represents the gearbox of Fig. 1 in detail.

Fig. 3A shows the various gear positions of the shifter shafts a and 60a, considered from the top end of the gear lever I3, or considered from the lower end thereof I3h.

Fig. 3C shows the positions of the lever 2Ia-a on the steering wheel, operating on the control valve 2|, to eect thevcorresponding positions of the gears on the shifter shaft 30a, or on shifter shaft 30a and 60a both.

Fig. 3B shows a vertical cross section on the line SSB of Fig. 3 of the overrunning clutch 54 in the gear wheel 36.

Fig. 4 shows a vertical, longitudinal cross section of the clutch'I of Fig. 1 and the connections shows the clutch 'l of Fig. 1 on a greater scale.

Fig. 5 shows a vertical cross section of the valve 2l of Fig. 1 together with the four vacuumair pipe connections.

Fig. 6 is a horizontal cross section of Fig. 5 on the section line S6. Y

Fig. 'il is a horizontal cross section of Fig. 5 on the section line S1 when the piston 2Ia is in the position of Fig. 9.

Fig. 8 shows a vertical section of the piston 2Ia of Fig. 5 when passage 68 is moved exactly out of communication with pipe I1, the positions of the four connections being indicated on opposite sides of this piston with horizontal lines.

Fig. 9 shows the position of valve Zia, when communication is established between pipe ln and pipe I8-I9.

Fig. 10 shows the position of valve 2Ia, when communication is going to be established between pipe ln and pipe 20.

Figs. 11-13 show the fluid-motor having a piston VIii and a cylinder I6 with its connections I1. IB-I'9, 2l), and shows the three positions the piston I5 may assume in cylinder I5, when actuated upon by the 'control valve 2| and lever 2in-a.

gearshift lever `in connection with the shifter ranged that the subsequent gear ratios are obtained with the lever 2Ia-a on the steering wheel by rotating it in the same direction, and when the gear lever I3 has to be used for parking purposes, the lever 2Ia--a has to be turned to the low-gear position.

Figs. 17A and 17B show the various gear positions considered from the top end and lower.

end of the gear shift lever I3, and Fig. 17C shows the corresponding positions of the lever on the steering wheel, I I8.

Fig. 15C, Figs. 18 and 18A are modifications of Fig. 1. Also Fig. 18C.

Fig. 18B is another modincanon in which the operation of the fluid motor actuating the gearshift, is not controlled bya valve associated with the throttle operation of the motor in the vehicle, but is controlled by a valve operated independently of the throttle valve.

In Fig. 18C another variation is shown, in which the fluid motor effecting the gearshift is only controlled by the lever on the steering wheel by means of control valve 2|, and in addition thereto by preference by the control valve 4J', associated with the declutching operation of one or more main clutches in the transmission from motor to the wheels of the vehicle. The fluidmotor actuation of the clutch or clutches, if any, may be eliminated by a valve Sa-b.

Fig. 19 shows that the shift rod for low and reverse is or may be controlled from the dashboard by a lever, having three or more positions,

` the gearbox.

Fig. 14 shows an intermediate position of the y low gear, neutral and reverse gear. It also shows the modification to actuate the shift rod indirectly by an inside arm I3h and an outside arm I`3h1, as cank be seen in Fig. 19A on a smaller scale, in top view.

Fig. 19A shows Fig. 19 on the section line ISA-IBA in top view, and Fig'. 19 shows Fig. 19A on the section line I9-l9 in side view and partly in longitudinal section through the top part of In Fig. 19 shift rod 30a is in second gear position, while in Fig. 19A both shift rods 30a and 50a are shown in neutral position.

Fig. 20 shows diagrammatically the arrangement whereby the motor is automatically started when the internal combustion engine stops working. The clutch pedal, like in the automatic gearshift, controls or starts the electric starter in disengaged position, but the actual electrical circuit is made by an apparatus called startix and explained hereafter in detail. The startix closes the current when the internal combustion motor stops and only inthat condition has the movement of the clutch effect. y

Fig. 20A shows another arrangement thereof, which is in essence equivalent to that of Fig. 20, the actuation of the electric starter being dependent again on the automatic closing of the circuit by the said startix arrangement.

Fig. 211'shows a modification of the splines of the construction of the gearboxes of Figs. 15 and 17 especially. Helical splines are in the con-` struction cf Figs. cna 17 imperative, ifthe gears are helical.

Fig. 22 shows the gearbox of Fig. 15 provided witha two-way clutch in the rear instead of one-way clutch, asv shown in Fig. 15.

The rest of Fig. 15 including the brake on the clutchshai't 1d are supposedto be a part of Fig. 22, it being superfluous to s how the other details ofthe gear transmission of Fig. 15. Itshows further that the shift fluid motor or cylinder I'B may move the shift rod horizontally by means of ball and socket joint and lever e, as shown inhorizontal section in top view in Fig. 22A, on the section line 22A-22A of Fig. 22.

It is understood in Fig. 22 that only one of the main clutches may have the uid motor of Fig..3

same time in reverse the neutral positions of thehigh and second gear, even if they were left accidentally in gear-by the automatic gearshift. This arrangement may also contain the overrunning arrangement for the lowest gear in order to eiect three gears forward corresponding to the 3 positions of the piston in the single shift cylinder. explained in connection with Fig. 3.

Fig.' 23A shows that for this arrangement the shift from the dashboard needs only three positions, low, neutral and reverse, the neutral position being the standard position for the automatic shift for high and second gear.

Figs. 24 and 25 show a pendulum arrangement in order to readmit atmospheric pressure gradually on that side of the piston of the servo-motor for the main'clutches, where was partial `vacuum before.

Fig. 24 is rig. 25 cn the section une Yza-'za and ythe inlet manifold and a vacuum chamber, said valve opening only towards the manifold when vthe vacuum in the manifold is greater than in said reservoir at any given time. 'I his valve vmay be a ball-valve or any other valve opening towards the manifold when the suction therein is greater than in the reservoir 3 and closing towards the reservoir when`the pressure therein is less than in the manifold. It is emphasised that I place said valve in perpendicularl position. In

of the car do not affect the function of this valve.

but the gravity will tend to close the passage between the manifold and the tank 3. And in that position if the car is inclined on ahill, or declined, the position of the car will not affect this valve.

the utmost importance. 3 is the reservoir of a volume in proportion to the displacement ofthe 'I'his latter arrangement being rst' Therefore this -particular position is 'of` clutches, and a fluid motor to operate the gearshift. 4 is a pipe leading to a double control valve, the upperone 5ftb being operated'from the dashboard to open or close said vacuum line 4, and cooperating with a, second control valve 6a-b,A opening and closing said pipe-line, being connected with the accelerator y(or throttle pedal) Both of said control valves consist ofa cylinder by preference at right angles to the vacuum line 4, and pistons which have ports 5a uum connection between the line 4 and 4a, and further have recesses or ports 5b and 6b in order to let the. atmospheric pressure into the clutch fluidmotors 1 and 9 and the gearshift fluid motors IS-IB.

The vacuum-atmospheric line 4a on the other side of said double control valve splits itself into two such lines, Aone 4b going to a rubber pipe 4c. connected with the vacuum-atmospheric duct 4d in the pressure plate-piston of clutch fluid motor 1c, the other 4h going to control valve 4j and Afurther 'to control valve 2l and further to the gearshift fluid motor I5--I6. The line 4b leads, before connecting with line 4c, to a branch 4e connecting equally with a rubber pipe (or flexible pipe) 4f to the vacuum atmospheric duct 4g in the pressure plate-piston of the clutch fiuid motor 9c.

The line 4h preferably connects first with control valve 47' operated by the foot-clutch pedal lever 22 (operating also the front and rearclutches) by means of the connection 4i. This control valve 47' is shown in its details in Fig.

' vacuum on the pressure plates of theV clutches.

this waist orintermediate portion establishes the connectionbetween the inlet manifold and the next control button 2l by means of the pipe 4u between these two latter control valves. The control valve 2| connects to the left with pipe ln and 'to the right with three pipes II, I8-I9. 20 connected with a fluid motor I5, the operanon and resume cf which will be described later' in connection with Figs. 5-14. The pinion I5 of this gearshift fiuid motor is connected by means of a rod- I4 in Fig. 2 indirectly viathe lower end of the gear shift lever, I3h to the gearshift lever I3, which has its Afulcrum at I3 b. On top of this lever is aV button and rod I3a connected with a sliding member I3c below said fulcrum I3b (see Fig. 3). This member I3c has two extensions I3d and I3f, cooperating respectively with two abutments' I3e and |39- located and adjustably attached to the gearbox.

When said button is notfdepressed it is possible to shift backwards linto freewheel low-gear position and forwards into neutral position. The abutments I3e and I3g eiect the accurate position 'of the gear clutch 4l)4 (see Fig. 3) for said two positions. that position' the accelerations and decelerations When said Vbuttonis depressed and the lever I3 shifted more forwards to extreme forward position, reverse gear1 is obtained, and whenv the lever I3 is moved backwards to vextreme backward position, solid drive4 in low is obtained.

.when it is desirable to eliminate the freewheel action in low, when descending a hill, or when the freewheel action is not'reliable at first-on cold` mornings, 'or'.to use solid gear in tramo for fluid motors to 'be used for operating-one vor two 75 extrei'ne -low speeds.

The lowest end of said lever I3, is I3h and connects either with a shifter button 33 on the gear shift rod 39a for high, second and low gear, or with a shifter button 60 on the gear shift rod 60a for, low-gear-solid-drive and freewheel, or for neutral and reverse gear position.

The clutch pedal 22 has a fulcrum at 23 and operates with the lower end thereof 24, having a fork, on a clutch ring 25, in which an airduct (see Fig. 4) is also connected with the vacuum line 4c. Above said fulcrum, said lever 22 is connected movably with a rod 2G, which is again connected with 'a lever 21 having a fulcrum at 21a, and operating with a fork 28 on a clutch ring 29 to declutch the rear clutch in the same way as lever 22, 23, 24 declutches the front clutch. By this arrangement both clutches may each other, four pairs, ofwhich three gears of three pairs are rotating freely on'the main shaft 5I. The details and numbers of this gearbox are shown in Fig. 3.

In Fig. 2 a top view of the shifting gear lever I3 above the shifting rods 30a and 60a is shown and the connection with the gearshift fluid motor I5 by means of the lower end I3h of the gearshift lever I3, allowing a xed distance between the various positions of the gear clutches and the piston l5 in the fluid motor. In Fig. 2 the vertical plane of the axis of the fluid motor I5 is midway and in the same plane horizontally as the gearshift rods 30a and 60a, so that said distances remain the same for the outer and intermediate positions of said shifter shafts. In this arrangement the lower end of the gearshift lever I3h.has to be shifted from one socket 3U to the other socket 60 on the other shifter shaft (gearshift rod) in order to allow the fluid motor to shift the gear clutches connected with either shifter shaft.

But in so far the low and reverse gear are only of importancevduring parking possibilities, it is preferred to connect the shifter fluid motor only and directly with the shifter shaft for high and second gear and low gear freewheel as shown in Y Fig..22. This arrangement has the advantage .that for ordinary driving the gearshift lever does not have to be touched at all, but remains in the position above the left shifter rod and is not moved by the iiuid motor I5-I6. It has further the advantage that during the period of heating up the `motor, when the throttle is so wide open that the port 6b prevents the operation of the iluid-motor-actiiated clutches and fluid-motor-actuated -gear shifter, the gearshift lever can be pushed backwards as far as it goes, (without depressing the button I3a on the gearshift lever I3) shifting thereby from the lowgear-position into neutral position (see Fig. 3).

The connection between shifter shaft 30a and the iluid motor I5 is shown in Fig. 2--2 permanent, and the rod 3Ila.is-me1'ely` continued to meet the piston I5k of thefluid motor. However, it is, of course, understood that this permanent connection may be equally effected with a leverage in between as shown in Fig. 1', in which thegearshift lever performs that leverage function: 'If only affront clutch is' used, vthe shifter 'rod'rn'ay be easily extended tomee'tiabOutVthe axis of the uid motor I5. However, 4some kind of leverage in between may be preferred, and

should be preferentially at right angles to the gearshift lever I3, as shown at 30c in Fig. 3. The uid motor I5 may then be placed also conveniently below the iloorboard behind the rear clutch somewhere above or beside the propeller shaft. III-I I. This fluid motor is shown beside the propeller shaft il in Figs. 19 and 22.

The gearshifting for a single rod 60a may be effected by a steel cable directly connected to 50a and controlled from theA dashboard eliminating the gearshift lever entirely, and one has to rely entirely on the uid motor I5 to do the shifting between high, low and second gears. The handle connected to the steel cable may have graduated notches on it, like on the shifting rod 30a in order to see and feel the exact positions of the shifting shaft 60a. This 'arrangement is shown in Fig. 19 of the sixth sheet. This flexible cable is shown at 60o, and the handle at 60d. This handle moves in a bracket 60e having a shifter-rod with notches (as shown at 60a in Fig. 3, which should be omitted for the arrangement here discussed) for reverse, neutral, freewheel-low gear, and freewheelsolid-gear position. For standard driving the handle is placed at the visible notch FL, and when neutral gear is desired the handle 50d has to be pressed in one notch furtherA to N indicating neutral.' The outermost positions of SL and R are felt, as the handle cannot be moved further either way. The neutral position however is seldom, if ever, required as will be explained` In Fig. 2A is shown the lower end of the fly- I wheel clutch unit of Fig. l, front clutchor rear clutch, and will be discussed in detail in connecion with Fig. 4, showing the enlarged clutch um Fig. 2B will be discussed in connection with Figs. 5-10. In Fig. 3 the shifter shaft 39a m'oves the gear and synchromesh clutches associated with the shiftable unit 43, and the shifter shaft 60a is associated with the gear clutches for the shiftable` unit 40. The clutch shaft 3| has a gear 3Iaa in constant mesh with gear 32 on the countershaft, rotating by preference on a fixed shaft 62. In the clutch shaft 3|, is anchored the main shaft 6l, having splines on the outer left end and adjacent thereto a smooth surface to provide a bearing for the freely rotating gear 34, in constant mesh with the countershaft gear 33. A gear 35 on the countershaft is in constant mesh with a freely rotating gear 36 on the mainshaft incorporating a free wheel or overrunning clutch mechanism 54, and finally a gear 31 rigidly connected with the countershaft meshes a freely rotating gear'l 38 (on a shaft behind the countershaft as in standard constructions), which is again in constant mesh with a gear 39, freely rotating on the` main shaft 6I.

On the gears 3l and 34 are respectively two clutch gears 4I and 45 and beyond those, two conical surfaces 46 and 4B respectively, which engage two corresponding conical clutch Ifaces `1'11 and 49 on a member 44 splined to the shaft 6I.. The -member 44 is splined around the outer periphery thereof, and a ring 43 is splined internally or rather geared internally, 43o, to cooperate with the outer splines or teethon the.y -member 44. In the latter member 44, are radially arranged plungers, activated outwardly/by springs, 43h, to press the upper ends of said plurlgers, or balls located on-top of said plungers,

into a circumferential groove 43a in the member 43, so that said springs hold said two members-43 and 44 in semi-rigid position to each other. When the shifter fork 42, is moved to the right, the outer member 43 carries the inner member 44 with it, until the conical surfaces 48 and 49 meet each other. When the resistance offered is smaller than the force exerted on the gearshift lever by hand, or by the uid motor, the outer member slides the groove 43a over the balls 43h, pressing them inwardly, and the member 43 slides upon the gear clutch (gear teeth) 45 of the gear 34 for second gear. Equally if the member 43 is shifted to the left 'by hand or by vacuum, the teeth (splines, gears) 43o engage thegears 4 I on gear 3l, after the clutches 46, 4`| have synchronised the gears 43e and 4|, for high gear,

In the gear wheel 36 is a one-way clutch I of the cam and roller type, as shown in transverse section on Aa smaller scale in Fig. 3B below Fig. 3. The ball bearing 55 centralises the inner.

l latter springs are preferentially located between filling members having concave parts fitting the adjacent rollers, while the filling members 54d have such concave parts on either side. When vthe outer ring is rotated clockwise it pinches the rollers 54 between the inner ring 54c and Q9 the outer ring 54d, and when rotated counterclockwise the rollers are freed and the motor is freed from the `rear wheels. Whenthe gear clutch 59 of the shifting unit 46 is shifted into mesh with gear clutch 60a, the gear clutches 58a on unit 40 and 58 on the inner ring 54o are out of mesh, otherwise the reverse gear would rotate shaft 6I and inner vring 54e counterclockwise, which would pinch the rollers 54 between 54c and 54d. v i

The reverse gear 39 is by preference connected ,in-,constant mesh with idler gear 38 which meshes with thegear 3l on the countershaft, to reduce the shifting space to the same minimum space as is necessary for" the shift from the inter mediate position of shifter bar 30a, which is low gear, to high gear or to second gear.

In Fig. 4 is shown in d etail the clutch 'l of Fig. l. I is the ywheel plate connected to the crankshaft 1'. 1a is the clutch disc having two faefesfof frictional material, and splined upon clutch shaft, 3|. 1b is the pressure plate, which is at the same time the piston of the fluid motor 1c, the cylinder of which is formed by 1d. '|e is the air space around the uid motor lc in the flywheel housing, formed by the flywheel plate 7, outer ring 1h, with teeth for starter, and cover plate 17. The latter three parts are preferably built up by bolts 1k. On'either side of the cover plate 1g' is a ball bearing respectively play of the bearings 'lf and 1g between the The fluid-motor disc-pressure'plate 1b extends to the right around the cylinder extension of the disc plate 1a, and has -a vacuum-airduct 4d therein, which connects with a radial airduct on the inside of the clutch ring 25, which connects further with the airduct 4c as explained. When the control valve 5 is pushed in (normal working condition lof this automatic gearshift) and the control 'valve' 6a connected with the accelerator is in idling position, the vacuum of -the motorpulls the Aplate 1b .towards the uid motor cylinder back wall 1d and compresses the clutch springs 1l, and the clutch disc 1a is released from the pinching action between flywheel plate 1 and pressure plate '|b by eliminating the action of the springs Jl. This action moves the foot clutch pedal 22 backwards without the pressure of the foot.

The same action is substantially simulta neously obtained in the rear clutch via the rods 26, 2l, 28 and ring 29, and also by the vacuum suction obtained in the vacuum fluid motor 9c of the rear clutch Vin the same way as in the vfront clutch with substantially the same parts and construction.4

The propeller shaft isI connected via a universal joint I0 'with the clutch disc 9a 4of the rear clutch unit 9.

In Fig. 5, 2| is the cylinder body ofthe control valve 2|, having a piston 2Ia therein. Inside said piston is a hollow rod 2lb with an air passage 63, the -upper end of which rod extends outside the cylinder l2|, into the control knob 2|a-a. The central air passage 63 extends upwards and sideways into an exit 64 as shown in lhorizontal cross section in Fig, 6. This piston 2|a has also an intermediate waist 68, communicating constantly in all positions of the valve 2|a with the vacuum-air line 4n. At the lower end of said'piston is an air hole sideways, 61, similar in width and position to yair hole 64 at the upper end of the piston. The right side of the cylinder 2l is connected with four pipes, which connect krespectivelywith the left hand side, intermediate part, and right hand s ide of the piston uid motor |5 as shown in Figs; 11-13.

vThese pipes are successively numbered Il, I8,

I9, 2li. Pipe |8|9 being merged at the body 2| of the control valve 2|.

Fig. 6is a horizontal cross section of valve 2|@ on the'section S6 of Fig'. 5, and Fig. 7 is a similar section thereof on the section line S1 thereof, showing clearly the communication be- `tween the vvacuum line 4u and the respective pipesl'l-Zll. The'pipes |8-I9 are merged into a single pipe between the fluidv motor I5-I6 'and the control valve 2|, preferably close to the cylinder I6, as shown in Figs. 11-14.

- Figs. 8, 9 and 10 show respectively the three available positions of the piston valve 2Ia. In

the position of Fig. -5, up to the position of valve 2|a in Fig. 8, the vacuum from 4n'communicates with the left side of the piston via pipe and the piston-is pulled to the left as air enters through pipe 20 via the hole 62 in the bottom ofthe cylinder 2| and hole 61 in the valve 2|a. When the piston 2|a is-,depressed upy to `the position shown in Fig. 8, the vacuum pipe 411l is connected with the pipe I8|9, and

this connection includes the position of Fig. 9

shaft' of the yvacuum cylinder 1d to adjust the 75 upto the position of valve Zlal in Fig.' 10. The

piston ls being'in the position of Fig. 13 starts' to be sucked to the right by the combined action of the suction in pipes Ils and I9. In the position of Figs. 8 and 9, a little stream of air trickles through pipe I1 to the left of the cylinder, through the air hole G5. which is only so great that a similar air leak to the right of the piston via air hole 62 and 66 and pipe 20 is not sufficient to interfere seriously with the vacuum power to the right of the piston I to move the piston I5 to the right. The air, however, trickling via 62, 63, 64, 65 into pipe I1, is suicient to prevent a strong vacuum being created to the left of the piston I5, said piston moving to the right.

When the piston I5 begins to cover up pipe IB, the air trickles still in through pipe I1 and pipe I9 is still sucking the piston to the right, as the air through pipe 2l) is not suiiicient to break the vacuum through pipe I9. As soon as the right edge of the piston I5 begins to cover up the pipe I9, the piston I5 remains stationary as pipe I8 starts toA be uncovered again as soon as or before (slightly) pipe l! is covered and sucks the piston back, or anyway I8 stops any further movement of the piston I5. I

When the valve 2Ia is pressed below the position of Fig. 10, the vacuum from 4u is continued through G8 and pipe 20 to the right of piston I5, and air streams in full quantities to the left of the piston through pipe I1 via passage 62, 63, 64. A

These three piston positions correspond with the three positions shown in Fig. 3, for the shifting rod. 30a for high, low, and intermediate speed.

Fig. 14 is a modication of the fluid motor I5 which serves to brake the piston more emciently when moving to the right and to the left. At the outer ends of the cylinder I 6 are made two air passages, the ends of which both communicate with the inside of the cylinder sur- I4 between the fiuid motor I5 and the shifter l()4 shaft 30a, as shown diagrammatically in Fig. 2-2.

The cooperation of the various parts describedr g is as follows, using Fig. l as a basis and the Figs.

face and these ends are located `at such a distance from each other that the pistony I 5 when located exactly between -them just clears them both. The left end of this left air passage I1a .is exactly to'the left of Ithe plane of the pipe I1, perpendicular to the axis of `the fluid-motor I5. 'I'he right end of this right air passage 20a is also exactly to the right ofthe plane of the pipe 20, perpendicular to the axis of the fluid motor I5. When the pipe I1 has a vacuum and the piston I5 moves to the left, it covers up at a certain position the pipe I1 and clears the two ends of the passage I1a so that the air rushing in through pipe 20 to the right of the piston I5, streams through said passage I1a to the left of the piston` I5 also and builds up there a layer of air to prevent the piston from striking the 'and Ild of Fig. 2-2 are used.

when the piston l5 has to move to the right,

the vacuum to the right of piston I5 creates ordinarily enough suction to draw the piston to the right over the critical point between the twol ends' of the air passage Ila, as the piston closes up the left end of passage I1a by the inertia of l its momentum going to the left.

The same conditions obtain on the other side of the cylinder for the-air passage 20a opposite the pipe 20. When there is a vacuum created 2 to 14 explaining the details of the'construction. Before the motor is started by means of the teeth 1h on the ywheel, the gearshift lever is placed in neutral position by moving it to the left and forward as in standard construction (see Fig. 3A). When the motor is heated up enough to idle, the lever 2Ia-a in Fig. 3C is placed'on L and the button 5 is depressed so that the suction of the idling motor may operate through passage 5a land 5a upon the fluid motors in the clutches, freeing the gearbox from both ends. The gear lever is then moved from neutral backwards into low gear freewheel position by connecting the gear clutchI 58a with the gear clutch 58 as explained and it is left there during driving conditions. By stepping on the accelerator 5, the passage 6a' is blocked and the air enters the clutch fluid motors via air passage 5b, pipe 4a, 4b, 4c, 4d into the uid motor, allowing the clutch springs 1l to pinch the clutch disc between the flywheel 1 and the pressure plate 1b. The car moves forward and when enough speed is acquired, the accelerator is re. leased and the vacuum frees again the` gear transmission from both ends. The clutch pedal 22 moves forward and moves the piston 4k in Fig. 2B. in .such a position that the vacuum through line 4h may continue past valve-4k into pipe 411., and then to control valve 2I. The control button 2 Ia-a is either pressed down by the heel of the left foot clear to the bottom as far as it goes, or the lever IIaa on the steering wheel is placed on S moving it to the left from the intermediate position L, where it was when starting. The accelerator is depressed and the.

car gains speed in the same way as explained for low gear, the control valve 2I having placed the piston I5 clear to the right as shown in Fig. 11, having moved it from the intermediate position shown in Fig. 12. The gears 43e and 45 are now mashed by means of the synchromesh action of the clutches 48, 49 as described. When -the speed is sufcient in second gear, the accelerator is again released, the gearbox is freed, the clutch pedal moves piston 4k in control valve 47', the control valve 2| is actuated, and the lever 2Ia.-a on the steering wheel may be moved or is already moved to theright to H, vor the control button 2Ia--a operated' by the heel'of the left foot may be entirely released (or is already entirely released before the accelerator is released).

When releasing theaccelerator 8, the gear transmission stays on high, and when approaching a stop signal, all one has to do is to place or reversely as the drive of the motor pinches the gears .so much upon each other that the fluid motor I could not move them, the valve li-lc preventing 'moreover positively the vacuum to change the gears until the accelerator is released again, which frees the gearbox and frees next the valve li-k so that the control valve 2| (=2Ia-a) can move the gears as it already intended to do according to its new position. This arrangement makes the gear shifting not only positive, but quick, and one `can decide in advance which gear drive is going to be used next, which then depends upon the next release of the accelerator 6'.

When approaching a parking place, all one has to do, is to. place the manette on L (low gear),

and to shift the lever I3 from solid low gear into` reverse gear (by depressing button I3a on the lever I3) as in standard transmissions.

This operation 'applies to the construction of Fig. 2-2, in which the uid motor I5 Works directly on the shifter shaft 30a for high, low and intermediate speeds, or lon the construction of Fig. 2 for all forward driving.

When the construction of Fig. 2 is applied, one has to move the lever from the right to the left (sitting in the car above the shifter shafts so that shaft 30a of Fig. 2 is the right shaft and shaft 60a the left shaft) when one wants to park and the control lever 2Ia-a on the steering wheel 'has to be placed on L, (as in the construction of Fig. 2-2) and the button 5 pulled out to place the fluid motor I5 out of operation, for parking purposes, during which it is preferred to operate the clutches by the left foot and shift the two gears low and reverse by hand by the lever I3, instead of by the uid motor I5 (the lever I3 moves now the piston I5 in the fluid motor back and forwards).

In the construction of Fig. 2-2, the button 5 can be left untouched, as the manette 2Iaa on the steering wheel keeps the shifter shaft in such a position that high and second gear are' out of operation, and the gear lever being free of the uid motor I5 does not have to move the piston I5, while in the construction of Fig. 2, the gear lever I3 works always in unison with the piston I5. In the latter case one could leave the control valve 5 in operative position and shift the gear lever I3 in addition to the manette 2Ia-a moved to the left for reverse gear and to the right for low gear in solid drive position, but this is too complicated and in so far it is desirable to do parking with the foot clutch pedal 22, it' is preferred that the button 5 puts the fluid-motoractuated clutches and fluid motor I5 out of operation.

To regulate the engagement of the clutch as, accurately and progressively as possible, it is preferred to construct a control valve 'Ii in the periphery of the flywheel member 1h, as shown in Fig. 2A.. vThe more the accelerator is depressed, the faster the flywheel rotates, increasing the centrifugal force. 'I'his force throws the valve 1o outwards against the tension of the spring 1r. 'Ihe lower end of the valve ends in a point 1o, and tends to decrease the opening between this point and the air hole around it. It is preferred to close the exit o'f air from space le', around the vacuum clutch 1c, entirely by seating the valve end 1p, the mushroom end. ori its seat, instead" of closing the escape of air entire- 1y with the lower point lo of the valve. The size V or number of these valves depends upon the size of the dutch, the vo1um of 1c and 1e, the strength of the springs 1l, the number of clutchdiscs 1a, and the tension 'of the spring 1r, and

should be found experimentally. When-the ac- 'y n ber 'Ii and 'Id-d by inserting a packing between them at 1s. The bearings 'If and 1g may be constructed differently according to the type of clutch and dimensions desired and should be made so that the escape of air from space 1e is as little as possible, and can be controlled by the valve 1i.

'I'he bearings 1f and Ig may be lubricated from an oilduct (1t in 3l) in the crankshaft 1 extending through the clutchshaft 3|, and continuing through oilduct 6Ia in the mainshaft 6I to thel release bearings of the rear clutch. The oil dripping from the bearings against the outside surface of the vacuum clutch 1d may bethrown against the inside surface'of the annulus Ih by curving the outer ends of the outside surface of the Acylinder 1d, as shown at 'Im to prevent said oil substantially from reaching the rubbing surfaces of the members 1, 1a and 1b. Likewise the outer periphery of the cylinder 'Id may be curved upwards at the outer ends as shown at 1n in Fig. 2A. f A

'I'he cylindrical extension to the right of the i disc plate 'Ia is splined upon the clutch shaft 3|,

having a bearing in the crankshaft 'I. The pressure plate 1b rotates freely upon saidcylindrical -extension of 'Ia (or may be splined thereto for construction of Fig. l5). The cylindrical extension to the right of the cylinder 1d of the clutch fluid motor may be splined (see dotted line 1u) upon the cylindrical extension of the pressure plate 1b, that is the piston of this clutch fluidv motor, if so desired. However the friction between the cylinder 1d and the cover plate 'I7' is so small that these two parts will move very little against each other. However, if the construction of the release bearings is dispensed with for reasons of economy or of construction (f. i. to

make the air chamber 1e as tight as possible to improve the operation of the escape valve 1i) plain bearings may be used. To make the pres- Y sure plate 'Ib airtight some kind of elastic, porous material on the periphery is preferable and this should not wear out. The lubrication. of this piston is as little as possible, therefore also they should rotate under any circumstance as a unit. When the vacuum operates, ring 25 rotates'without pressure on Tb, only when foot pedal 22 is used, there is pressure and friction.

In sofar the gear transmission of Fig. 3 has a freewheel for low gear, which canbe eliminated by the gearshift lever I3, when it is desired to use low gear as a braking power, it may be preferred to have three solid gears forwards, which are all three controlled throughout by the control valvei2I. In Fig. l5 is therefore shown a modified gear transmission, in which four forward speeds are obtained and one -reverse speed. 'I'he fourth speed is an extreme, low gear for emergency purposes and operated only by the gear lever I3. I

In Fig. 15, I is the flywheel, and thel clutch ring 25 moves the pressure plate Ib to the right when/ the foot pedal 22 is depressed or the vacuum of the inlet manifold operatesthe- Huid inotor 1c.

brake element 69, and a stiff spring 69a between 69 and 1b. When 1b is moved to the right this male brakev element meets a female brake ele-y ment 69h attached rigidly to the gearbox. Before the member 1b reaches its outermost position to the right, these two brake elementsvmeet and stop the entire gearset, as member 1b is splined to 1a via splines 1v (see: splines 1v dotted line) and 1a splined to clutchshaft 3l, and gear 1i! is a part of shaft 3l.

Gear 10 is in constant mesh with gear 1| on the countershaft, 12 with 13 second gear, but gears 14 -and 16 low gear, are not in constant mesh with each other. An eventual fourth gear may be obtained through 11 in constant mesh with gear 18 on the countershaft. The reverse gear 19 is also preferably in constant mesh with the idling gear 80 on a separate shaft behind the countershaft Bla, and gear 80 is lnconstant mesh with gear 8l on the countershaft 81a.

On gear 10 is agear clutch 82 to be meshed for high gear with the internal gear 15 of the low gear 14, and on gear 12 is a similar gear clutch 83 to be meshed with said internal gear 15 for second gear. In intermediate position gear 14l meshes with gear 16 for low gear. These three pairs of gears are operated by the piston fluid motor I exactly in the same way as explained for the three forward gears of the construction Aof Fig. 3, only with this difference that in the intermediate position the fluid motor l5 does not actually mesh gears in Fig. 3 but allows the freewheel for low gear to operate, while in Fig. 15

this fluid lmotor actually meshes gears 14 and 16a The gears -8I included may be all helical gears and the splines may be helical in that case, so that the gear clutches 82, 83 have to be helical also. The slant of the splines should be in the same direction as the slant of the external gears. This arrangement is shown in Fig. 21 on sheet seven. The gears 10, 14 and`12 (meshed respectively with gears 1I, 16 and 13 on the countershaft, see Fig. 15) are shown with a helical thread, which is cut by the plane of the paper. The positive clutches '82 and 83 show helical dog clutches in side view, and the shaft 15a (around the inner transmission shaft 10a) has an external helical gear of the same pitch as said dogclutches. The inside' of the shiftable unit 14 has a helical gear fitting that of the external helical gear of shaft 15a. The helical pitch of these latter shafts 15a, 82, 83 should be approximately or exactly equal to those of the gears 14 and 16, so that the shiftable unit 14 can easily match the low gear and pass the low gear 16 on the countershaft to match either the high gear or the sec- 15a and thereby freeing the three pairs of gears in constant mesh from the mainshaft 10a.

The shaft 15a has external gear teeth on the extreme right end at 85a to be meshed with the internal teeth 85 of the shifting unit 85, which internal teeth areat the same time in mesh with the external teeth 86 of the shaft 10a, when the shifting unit 86 is in the extreme left position.

Whenunit 85. is shifted to the right, neutralv position is obtained and when shifted to the extreme right position reverse gear is obtained by interlocking the internal teeth of the unit 85 with the external gear teeth 81 of the reverse .gear 18 rotating freely on the shaft 10a.

Back of the gearbox' is shown a one way clutch as an alternative for the construction of Fig. 1, but it is understood that a two way clutch may be used herealso. This gearbox of Fig. 15 with two two-way clutches is shown in Fig. 22, and the gearbox construction shown in Fig. 22 contains the brake elements 69 and 69h of Fig. 15.

y It is understood that where the brake elements 68 and 69h are used, that the synchromesh clutches of Fig. 3 become virtually superfluous, as all the gears are stopped or are so reduced in speed that they become superfluous. Therefore it is understood that the arrangement of Figs. 3 and 15 are substantially equivalent t0 each other, and Figs. 15 and 22 differ only in the type of rear clutch used. In Fig. 15 is used a freewheel, in Fig. 22 a two-way clutch. Further the brake-elements 69 and 68h may be used on the construction of Fig. 1,- and the synchromesh clutches 46-41 and 48-49 may be ldispensed with. Reversely if in this transmission these brake-elements 69 and 69D are dispensed with the shifting unit 14 and the gear teeth 82 and 83 have to be provided with similar synchromesh clutches as the gears may' bestill rotating when the fluid-motor wants to mesh the gears. For

low gear however the meshing of the gears will ond gear. There may be some play between 14 and 82 and 83 causing a non-objectionable baclb/` lash. The easiest way tomanufacture this assembly is to make all gears and splines with the same helical thread of the s ame pitch and depth, and make the play for the dog clutches some` what liberal. The longitudinal thrust at the teeth of the gears 14 and 16 is balanced by the counterthrust on the helical splines, and .the gears 14 and 16 for instance stay in mesh independent of the shifter arm 14a, shifting rod 14c and the lower end I3h of the gear lever, or independent of the exact position of the piston I5 in the fluid motor.

The shaft 15a rotates freely on the 10a and extendsto the right as far as the gear (or splines) 86 on the mainshaft1lla. In normal forward driving condition this shaft 15a ro- Y tates at the speed of the mainshaft 10a by means Vmainshaft then be slightly noisy once in a While, as the gears may differ in peripheral speed. However even in this-case the action of the -valve 411k will prevent the fluid pump l5 from making a gearshift before the gears are entirely free. As the accelerator 6 has further; reduced the engine speed to a minimum the friction betweenthe members 1d and 17' will reduce the rotational gears quickly to a minimum. Any other typeof clutch brake, for instance as shown in my Patent 1,541,240 will do. Y

The 'one way clutch 89-98 is substantially the s ame as that usedA in Fig. 3 and Fig. 3B. 'Ihe sliding unit 88 has external teeth 88 to mesh with the internal teeth 88 ofthe outer ring 88 ofthe freewheel clutch 90 to eliminate the action of the freewheel to use the engine as a brake. This sliding unit is operated upon by Ya shifting rod 88a, which is constantly forced to eliminated independently of the gear lever i3 shifting in reverse gear, by a similar lever opercountershaft, and rotates freely on the shaft |09 2,261,898 ating upon the shifting rod 88e in the same way as lever I3 moves the gears 14,v 11 and 85.

unit s1 isshiftea to the right to brain low gear,

In this gear transmission the shifting arms 14a,

11a, 85a. move and slide upon an intermediate shifter rod, which is however stationary and located below the shifter shafts 14c, 11c, and 85o,

' which slide to the left and to the right when the plete unit can be made considerably more compact, in thelatter case two shifter shafts are used,

.in the former'case three, as Shown in Fig. 17.

In Fig. 15a is shown that the top end of the lever I3 has for the shiftershaft 14c (corresponding to 30a in Figs. 2 and.2-2) three positions without a neutral position. High and second are as in any other standard gear and low is intermediate. When neutral position is desired during the warming up of the engine and for 'parking purposes the gearflever I3 is shifted to its intermediate position for shaft 85e, which is neutral as in standard gear. When shifted to its extreme forward position, reverse gear is obtained as in' standard gear. The construction of Fig. 2-2 is again preferred for this gearshift. When the engine is warming up, the gear lever I3 is shifted in neutral position,'or when one is in a hurry and wants to shift in unison with the operation ofthe clutch pedal 22, he can do so by cutting out all action on the vacuum clutches and fluid motor I5 by cutting off the passage 5a and establishing the passage 5b. As soon as theiengine is warm after driving a minute, the lever 2|a-a on the steering wheel of Fig. 16 can be placed immediately in high, and the control button 5 Abeing depressed, the fluid motor l5 keeps the car inhigh gear. (It is not necessary to depress button 5, but one can change the lever 2|a-a together with or in advance of making the shift with the gear-lever I3 as in standard shifting.

theunit ||3 internally geared at ||3, connects the low gear 99, rotating freely on the shaft |09,

with said shaft |09b by means of the external gears I2- on gear 99, and the external gears ||4 on` the mainshaftboth engagingthe splines or gears I|3a of the unit I|3. When ||3 is moved to an intermediate position, neutral gear is ob- 'v tained andjwhen moved entirely to the right re- If there is already enough vacuum,` when the engine rotates with more than idling speed (suppose the gas manette on the steering wheel is not in idling position) to move the piston I slowly and to disengage the clutches partially, the action of foot and hand on the clutch pedal 22 and gear lever I3 will cooperate harmoniously therewith, and it is soon noticed when the vacuum is enough to make an automatic shift by lever 2|a-a.)

In Fig. 17 shown another alternative, which can be usedV together with the construction ofiFig. 2-2 and Fig. l.

The clutch shaft 3| has a gear- 95 in constant mesh with the countershaft gear 96 on the shaft has a bearing in the'clutch shaft 3| on this main shaft is a shaft |09 freely rotating thereon, andhaving outside splines (or gear teeth), the latter meshing with the internal splines or 4gears of the gear wheel 91, shifted in and out of mesh with gear 98 on the countershaft. Gear 99 for low gear is in constant mesh with gear |00 on the The reverse gear |0| vis in constant 'mesh with gear |02, on an idler shaft, 'and |02 is in constant mesh with gear |03 on the countershaft ||1.

Gear 95 has to the right thereof a gear clutch |06 to be meshed for high gear with the internal gear I 01 of the shifting unit 91, moved by the shifter-arm |04. `Gear 99 has to the. left-thereof a clutch gear I I0 to be meshed with internal gear |01 for low gear. Gears 91 and 98 provide when in mesh, second or intermediate gear. When the verse gear is obtainedthrough gears 3I-95, 9,6, |03, |02, |0I'. 'g v Fig. 17A shows that for the shifter shaft 30a the positions of the top end of the gear lever I3, is gradually from extreme forwards toextreme backwards position of the lever I3, low, second and high gear for shifter arm |04. vantage of this gearing above that of Fig. is

that the manette 2|a,a on thesteering wheel can be moved gradually from the left to theright.

and in reverse direction when going to a. lower speed. Further when the brake 6 9-69 is dis-l pensed with, the gears 91-98 will mesh smoother when shifting from high to second gear or from low gear to second gear and reversely, as'the corresponding gears do not diier so much. in relative rotational speed as between high and low in Fig. 15.

synchromesh clutchesas shownl in Fig. 3 can be formed on the shifting 'unit 91 for high and low gear-correspondingto the construction of Fig. 3. This construction is shown`in Fig. 23. The synchromesh of Fig. 1 between high and second gear is applied as shownin Fig. 1, and the same synchromesh shift is applied between low and reverse gear, which shift is operated from the dashboard as shown in Fig. 19. The gears 3|, 34, 36 and 39 of Fig. 3 have their equivalent in gears 95, 91, 99 and |0| of Fig. 17, and the gears 32, 33, and 31 on the countershaft of Fig. 3 find their equivalent in the gears 96, 98, |00 and |03 of Fig. 17.

It is, of course, understood, that the shift by a fluid motor as applied on high and second gear, having a neutral gear in between, may be equally applied on the shift between low and reverse with a neutral position in between.

It is shown in Fig. 23 that the shiftable unit when. moving to the left engages, low gear and can engage low gear only when the shiftable unit 43 is, of course, in neutral.

When shiftable unit is in neutral and shiftable unit 43 in neutral the entire gearshift is in neutral. v

i. When shifting the unit 40 to the right into reverse, it frees the high and low gear from 'the shaft entirely even when these gears were left" in gear accidentally, exactly as shown-,in the arrangement of Figs. 15 and 17.

When the unit 40 is operated from the dash as shown in Fig. 23A the standard position for the dashboard lever d is to leave it in neutral position, and standard driving is done bythe automatic shift between high and low-gear.

A variation thereof, equivalent to the arrangement of Fig. 3, is to place an overrunning clutch in the low gear 36, as indicated by dotted lines at 54. which, the low gear stays in gear all the time even `during an overdrive in high or second gear. When the unit 40 is placed in neutral, all gears are in neutra1. The disadvantage of this construction is that low gear cannot be used as a brake. However it would be possible to cut 011' the ignition, switch into reverse and use reverse gear as a brake for very steep grades down hill.

Now we have three gears forward one of warming up the engine, and to move the manette' ZIa on the steering wheel in unison with the gear lever I3 or in advance, or the button 5 is pulled out to eliminate the vacuum action entirely, until the vacuum works perfectly, which latter method is preferred as being more simple.

When parking the gear lever is shifted as in standard transmissions backwards into low gear, intermediate in neutral gear and forwards in reverse gear. The construction of Fig. 2-2 is again preferred above that of Fig. 2, as the lever I3 is directly operable for parking without shifting it from the right to the left, from shifter shaft 30a to shaft 60a (here |04 and |05). tion of shifting is only in one direction forwards and backwards, shifting only from one shaft to the other when low gear is reached in both.

In Fig. 17e is shown the preferred interconnection between the lever 2Ia' on the steering wheel, and the button 2Ia2 above the fioor operating directly on the piston 2 Ia in the control valve 2|. The leverage from the floor button 2Ia2 to the valve 2| is by means of levers and fulcrums 2li, 2Ih, 2Ig, 2| f. The latter arm has an eye 2Id, which cooperates with a stop on the rod 2I'b, moving valve 2Ia. When the fioor button 2| a2 is pressed clear down with the heel of the left foot the valve operates low gear, when-slightly released intermediate gear is engaged and when entirely released highgear is engaged. The same positions can be obtained with the lever 2Ia on the steering wheel and these two buttons or levers work with regard to each other in the same way as the gas' pedal and the gas manette on the steering wheel, that is they operate independently of each other. When it is preferred to drive forwards in low or second gear a long while, it is easier to keep the proper gear working by the lever 2 Ia' on the steering wheel. However, experienced drivers who keep the throttle open more than a minimum can dispense with the lever 2Ia on the steering wheel entirely as the gears remain in the gear position obtained by means of oor The direcbutton 2Ia2, when idling-position is avoided,

by the accelerator 6, otherwise high gear is always obtained automatically by taking the left heel off the fioor button 2Ia2.

In general the combination of the floor and steeringwheel valve control 2Ia--a may be preferred, as the driving is learned ln a few minutes and is not confusing, once it is understood that the positions of the lever 2Ia' on the steering wheel correspond exactly with 'those of the floor button 2Ia2. If the gearshift is so constructed that low gear is intermediate between high and seco-nd gear as in Figs. 3 and 15, low gear is obtained by pressing the oor button halfway and placing the lever on. the steering wheel exactly in the middle of the three positions.

When second gear is intermediate as in Fig. 1'7, the same intermediate positions of the two levers 2 Ia-a obtains second gear.

'I'he shifting for parking is in all the three transmissoins as in standard cars so that nothing has to be learned or unlearned.

In fact with the construction of Fig. 1'7 pracon the steering wheel has to be placed on the L, for low gear, and it has to be remembered to place the lever |3 in neutral when turning off the engine as in standard construction.

Figs. 18 and 18A are modifications of the present constructions. For instance the button 5a-b may be provided with a spring as shown in Figs. 18B or 18C so that the passage 5a is always closed unless the button is stepped upon (in which case it has to be removed preferably from the dashboard to the floor). The lever 2Ia' on the steering wheel can be moved on the letter indi-` eating the gear to be used, one steps next on the button 5 and the gear change takes place automatically (in this case the floor button 2 Ia2 would have no raison dtre, as the left foot is already engaged in pressing the button 5).

Another modification is shown in Fig. 18, in

which the pipe' 4h, leading to control valve 4j,

and then via pipe 411 to the control valve 2|, is directly connected with the reservoir 3 (or manifold I), so that the gearshift depends not upon the position of the control valves 5a and 6a directly, but only indirectly via control valve 47', which is operated by the clutch pedal 22, the position Aof which depends again upon the operation of the valves 5a and 6a. 'I'he advantage of this construction is that the engine can be from the inlet manifold I, splits itself in two pipesone IIal leading -via the two control'valves Ea-b and 6ft-b to the fiuid-motor-operated clutches 'Ic and 9c, the other 4h leading only via the control valve 6a and control valve'4i to the fluid motor I5.

`The advantage over the system of Fig. 1 obtained here is again that the automatic gearshift is independent of the valve 5a, so that when the control valve 5 eliminates the freewheel action opens the passage 5a, when operated from the dashboard or floor board. The result is that when passage 5a is closed and 5b opened, that the entire gearshift operation depends upon the action of the left foot on the clutch pedal 22 and the shifting' of the gear lever I3 by the right hand. When the valve 5a is open, and the throttle closed so that passagel Sais also open, the gearshift is entirelyautomatic, but if the freewheel action by means of main clutches l and 9 is/ eliminated the automatic gearshift is eliminated as well.A `Some people may prefer this construction.

i Another fifth modification is shown in Fig. 18C, in which the valve i controlsl only the fluidmotor operated clutch, but the gearshift is in constant communication with the manifold.

' In'any of'these constructions of Figs.`18, 18A, 18B, 18C, the valve 47' `may be interposed between the tank 3 and the uid-motor-operated gear'- shift, or not. In case a mechanical freewheel is added back of the gear box as shown in Fig. 15, the admittance of the vacuum to the gearshift fluid motor takes place virtually after the overrunning action has started and the valve'jdg becomes in that respect somewhat superiluous.- It may be connected as stated -with the accelerator and operated simultaneously with the lvalve- '6a-6b, but likewise here the passage 6.a eects operation of the overrunning clutch before the gearshift fluid motor operates because the throttle has started to close, slowing down the engine, and the valve 47' is superuous besides the valve 6a.

If the valve Ba is inthe position of Fig. 1 when idling, the vacuum would continue to operate on the gearshift every time the accelerator is closed to idling position, and for that reason when using a freewheel and no valve 4g connected with the two-way clutch (either manually or power-operated) it is preferred to prevent the fluid motor from pulling on the gearshift elements by means of buffers ld on either side of a buffer Mc arranged on the rod I4 connected to the shift rod 30a as shown in Fig. 2-2.

The important diiference between the Figs. 18

and 18C on one side and Figs. 18A and 18B on' the other side is, that only in the first two figures manually or by power to let the vacuum operate upon the fluid motor associated with the gearshift. If the accelerator was brought in idling position and the vehicle overrunsv the motor, the gearshift would not operate by power unless the two-way clutch was disengaged.`

Therefore to take advantage of .the freewheel action vto be able to make a shift without disengaging thetwo-way clutch, and controlling the gearshift only by valve lia-b, valve 4,71 can be eliminated, butin that case if the throttle is brought substantially to idling position and the cardoes not overrun the motor `the vacuum or the fluid motor of the clutch is controlled by the' accelerator, or any other manual control. In Fig. 18A, the accelerator 56 controls simultaneous-` ly clutch and gearshift by valve 6a-b, and in addition thereto the clutch-fluid-motor can be 6:.

eliminated from the control of the accelerator by the valve Sa-bland be made independent of the accelerator control. In Fig. 18B the accelerator controls only the clutch, but the valve 5a-b may eliminate both of said controls, and make them independent of the controlo!` the accelerator 6 and valve Ga-b.

Therefore in Fig. 18A, the clutch may be manually operated and the 'gearshift power-operated at will, and in Fig.A 18B, the clutch and gearshift both may be manually operated, if desired under certain tramo conditions. And it is, of course, understood that the manually operated valve 5ft-b in Figs. 1, 18, 18A, 18B, 18C may be eliminated entirely. Therefore in all these four variations all possible arrangements are covered.

Both clutch and gearshift may be simultaneously,

-fluid motor-gearshift may try to make a shift and cause damage. Likewise, when the freewheel would be eliminated by the'lever 88C, the fluid-motor of thegear'shift would pull'on the gearshift even when the two-way clutch is not operated upon and. cause damage, and for that reason I prefer to eliminate the iiuid motor of the gearshift by placing the valve M2 between acceler- Y 88e, it would have advantages also to eliminate the fluid-motor gearshift, if no synchronising means were .used in the gearshift. If there are synchronising means it is usually sucient to free l the transmission at least at one end.

The advantage of automatic declutching and gearshifting in all forwards speeds lies in the fact that 97% of all driving is done in forwards direction. It further lies in the surety of operation.

quickness and positivity of operation, which makes it vvery desirable for ordinary driving, under all conditions.

In the two latter constructions of Figs. 18A

and B, it is preferred to have in the control valve or independently, power-operated or manuallyoperated. 4More possibilities do not exist.

The advantage of the valve S7 is that all gearshifts (without freewheel)` can be made pre` selective, because, if applied on any arrangement,

the gearshift can be chosen in advance and cannot be had unless the two-way-clutch has been declutchedv either manually. or by power. If the function oi this valve By' were connected either with the gearshift lever or with the selector y operated V'in unison with the gear-lever, as other-v valve, the gearshift could not be preselectve, be-

cause to make it preselective the nal control of the shift has to be necessarily independent of gearshift lever or selector valve.

In Fig. 15C likewise I have shown two valves il and M2. The first valve 671 is again associated with the operation of the two-way clutch and the, second valve B52 is associated with mechanism tov put a freewheel in and out of operation.

If only valve 471 were used, without valve M2,

son that the two-way clutch had to be disengaged 4j, as shown in Fig.. 2B, an airhole m, which allows air to enter via waist 4l of piston fik in valve ij on either sideof -the piston I5 in the' iluldmotor. In case'the automatic shifting is eliminated as may be the case in the construc- 1310.11 0f Figs. 1, 18A and B, and the gearshifting is done by hand via lever I3, air should be able to enter the pipe line fin leading to control valve 2 I otherwise, the lever 2Ia on the steering wheel or the'button 2Ia2 on the oor board has to be wise the vacuum to the left or to the right of the piston'l in cylinder I6 would seriously impede,

`.i f. not prohibit gearshifting by the lever I3. A In the construction of Fig. 18,this airhole tm in the cylinder wall of control Valve 4g', would be more-or less superfluous as the vacuum power effects constantly automatic.. shifting independent of the automatic declutchingandfif this.

vacuum` power is not sufcient during warming up periods, it will not impede-the shifting by lever I3 seriously.A However itis preferred to use it also in the construction of Fig. 18, as the atmospheric pressure entering the chamber in which subatmospheric pressure was established during a A gearshift, will prevent that the uid motor will and the freewheel is operating, it stands to`rea'- y exert any pull on any gear 'or clutch in the transmisslon after a shift has been effected by said motor. -If it is sulcient immediately on 'account of reservoir 3, the lever 2 la on the steering wheel can be used immediately. In this construction it is important to leave the lever 2Ia/-a in low gear position when parking, and the same rule is imperative for the constructions of Figs. 1, 18A, 18B. v

The advantage of the present automatic gearshifting is that it can hardly be abused. The

`double main clutches freeing the gearbox from both ends makes the gearshift positive and the control valve 47 prevents any gearshift on an improper moment or ineffective moment.

When passing dangerous points it is advisable to place thelever ZIa-a on the steering wheel temporarily on low, so that the engine never can be stalled in the construction of Figs. 18 and 18A, and also inthe constructions of Figs. 1 and 18B if the valve is in normal position that is pas-- sage 5a open. When button 5a-b is operated by foot and provided with a spring as shown in Fig. 18B, it has to be depressed also. In case the gear transmission oi Fig. is used, it is preferred to connect the control valve Ii with a similar second control valve (as shown in Fig. 2B magnified) operated by the lever 88e used to place the freewheel 88-90 out of commission, as shown in Fig. 15C. When the one-way or twoway rear clutch is entirely eliminated, the clutch 69'-69b is put out of function, and the gears to be meshed cannot be stopped, and therefore cannot be synchronised. Equally when the gear transmission of Fig. 3 with synchromesh clutches were used in the clutch arrangement of Fig. 15, that is a two way clutch between motor and gearbox and a one-way clutch, (which can be transformed in a two-way clutch by handle 88e) between the gear box and the wheels of the vehicle, it would be preferred to. hook a control valve 41' up with'the'handle 88e, as the synchromesh clutches are less effective when the gears have to be synchronisedaccording to the speed of the vehicle, which has to bedone if the rear clutch action is eliminated. If the one way clutch 89-90 is put out of commission, the gearbox is freed by the front clutch from the motor, but the gearbox is still connected with the wheels of the vehicle. J

In Fig. 15C it is preferred to connect a light arm 88h with the handle 88e, operating unit 83 inthe gearbox of Fig. 15, near its fulcrum. This arm 88h has an eye through which extends the rod 4i of the piston 4k of the control valve 47". When the lever 88c is pushed forward, the arm 88h lifts the rod 47 and the valve lf2 connects the two pipes 411 and 411-11, which connects again with the control valve 2l, as vshown in Fig. 1 and Figs. 5-14. i

In case the motor is provided with a so-called startix, an automatic apparatus to start the internal combustion motor with an electric motor (driven by the electric batteryl, every time the internal combustion motor stops, it is entirely superfluous to place the gearlever I3 in neutral at any time, as the reservoir 3 has suiiicient vacuum left to keep the two main clutches 1 and 9 in declutched condition during the time the electric motor starts the explosion motor again. In fact if the vacuum uid motor 1 (and 9) is made accurately and the connections are made well, the reservoir will keep the forward-gears in neutral long enough for ordinary stops of a few minutes during which the motor does not run, and the gearshift lever does not have to be moved to neutral position. A short description of Figs. and 20A will be given here. In the modifica- Cil tion of Fig. 20, the clutch arm 22 closes the electric circuit of the motor by a switch 3e, and if the motor is dead, the spring 3d in the startix 3b has also closed the switch 3b. 'When the circuit that way is closed (the main manual switch being also closed, sho'wn to the left of switch 3e) the starter motor does create a vacuum by rotating the motor, but the spring 3d is made so strong that this suction does not open the switch 3b, and this spring is so weak that when the engine idles, or starts with a sufficient throttle openy ing, the subatmospheric pressure is able to open the circuit compressing spring 3d and stopping the electric motor so that no damage to the automatic starting arrangement can take place.

If the clutch 22 is operated manually and the motor running, there would be danger that, if the throttle is open wide enough to decrease substantially the subatmospheric pressure, that the switch 3b would close and if simultaneously therewith the clutch would be manually disengaged the starter motor maybe started when the motor is rotating fast. For that reason the vacuum tank 3 has special advantage because the switch -3b may be interconnected with this tank 3 instead of directly with the inlet manifold as shown in Fig. 20A. It the clutch is controlled lby a vacuum motor, this tank, having a greater vacuum (valve 2), would immediately disengage the clutch and close the switch 3e, but the switch 3b wouldl be still open. g

In Fig. 20A the starter' is engaged with the flywheel by means of an electric circuit, as is well known in the art, and this circuit is again controlled by the clutch and startix simultaneously in combination with the tank 3. In addition thereto I prefer to have the clutch pedal .22 control the conduit between tank 3 and startix 3b, after the clutch is disengaged and the switch 3e closed. If the tank has vacuum enough to break the circuit by switch 3b the starter motor cannot be damaged. If the tank 3 has not enough vacuum left to open'the switch 3b, the starter motor wl start. The tank 3 may be omitted in the arrangement of 20A, as shown in Fig. 20. If the clutch and/or gearshift are vacuum operated, the tank 3 is preferred, because it will keep the switch 3b open even after the engine has died.

When starting the motor again from cold one has to be only careful not4 to open the throttle unless the clutch is manually disengaged, or the gears put manually in neutral, as otherwise the main clutches are again engaged.

It is possible to construct the valve 2| so that the piston may be kept at one or two intermediate positions, as shown in Fig. 14 by means of to be moved over a larger distance and much more accurately as for three positions as shown. This construction is only possible for the construction of Figs. 15 and 17 in which two neu- `the steering wheel, which can place the Valve 21a in its accurate place. The pipe ln has to be brought in connection with four (or five) different lines, and it would be next to impossiblev to expect that a driver can sense the accuratey position of the valve 2Ia-a on the oorboard.

It is` understood that the double clutch arrangement of Fig. 1 gives a much smoother engagement between motor and car, when the accelerator Bis depressed, than a. single clutch and a one-way clutch, and it is therefore also understood that any other device may be applied on the pipe line 4a to regulate the amount of air,

which is readmitted to the vacuum clutch to engage the clutch again. Such devices depend upon the principle of the inertia of a pendulum attached to the car and are well known in the art.

This arrangement is shown in Figs. 24 and 25 'on sheet seven. The vacuum line 4b is connected with a pendulum arrangement at |20. This connection registers with a hole |2| in a transverse rod |20, having a bearing in the housing ||9. Movably connected therewith is a pendulum |23, having a fulcrum at |22 on a shaft attached to the said housing. When the car is at rest, the pendulum assumes an almost perpendicular position as shown'at |23 by a light spring |23a, and the hole |2| in the rod |20 registers with the vacuum line; 4b and 4c leading to the fluid motor operating in the clutches (shown f. i. in Fig. 22). When the car begins to move the pendulum-hole |2| swings out of registry therewith and theatmospheric pressure or air admitted past the valve 6b (and, or, 5b) is either entirely cut off, or greatly restricted, so that the uid motor from then on stops the engagement of the clutches. The slightest movement of the car affects this pendulum so that the main clutches are not yet entirely engaged when the car begins to move. Before the clutch(es) are entirely engaged this pendulum has made a few swings because successive grabbings of the clutch or Aclutches have caused an acceleration, which caused the pendulum to close the passage |2| and caused the spring |230. to again slightly open the passage |2| for air, after the pendulum has caught up with the acceleration of the car, and

' the pendulum has thereby admitted the air gradually and has thereby eiected a gradual shift. This pendulum arrangement in connection with a double two-way clutch effects a very smooth start and very gradual engagement during any gearshift, upwards orA downwards.

It is to be noted that this arrangement varies I from the standard arrangement on cars in which such a pendulum allows the air to es'cape from the other side of the piston operating the clutches. In my arrangement this escape is regulated by the valve 'Iq explained in connection with Fig. 2A. It is understood that Fig. 24 can be applied upon any servo motor to operate the clutches.

In connection with this pendulum, the application of the check valve`2 between the inlet manifold and either one of said vacuum motors for the clutch operation and gearshift operation is important. A

If'accidentally a belated or retarded ignition occurs in the engine (be it an explosive or Diesel engine), and the pressure suddenly rises in the inlet manifold (or source of pressure in general if it is connected with the operation of the engine as such) the check valve 2 will close immediately and not affect the gradual engagement of the clutch(es), nor affect the operation of the gearshift unfavorably.

It 1S shown in Fig. 18C that'the operation of the fiuid-motor-operated c1utch(es) may be independent of the accelerator 6, line 4 being only controlled by the valve 5a-b, and the pipe line 4h may be connected with the reservoir or inlet manifold directly, as shown in Fig. 18C, or

line 4a and 4h may be controlled simultaneously by the'samevalve (see Fig. 18B) In this construction of Fig. 18B, however, the accelerator 6 has to open port 6a simultaneously with this lvalve 5ab and the burdenthereof comes on the driver. In Fig. 18C is shown that the fluid motors of the clutches may be operated independently of the throttle, and if the main clutch or main clutches are declutched, the fluid motor for the gearshift will work immediately, as the declutched position affects the valve 47', which permits the operation of the fluid-motor for the gearshift. The difference between the arrangement of Figs. 18B and 18C lies only in' the fact that in the arrangement of Fig. 18B the valve 5a--b prevents the action of the uid motor for the gearshift positively, while in the arrangement of Fig. A18C the valve 5cl-b prevents the operation of the fluid-motor for the clutch and therefore indirectly the operation of the fluid motor for the gearshift. The only advantage in the arrangement of Fig. 18C is that the automatic gearshifting may be done independent of the automatic declutching or freewheel action otherwise obtained by the accelerator 6, as shown in Figs. 18, 18A and 18B.

The cross combinations of Figs. 18C and 18, 18A, 18B are considered to be included in the present invention. In any of these combinations and in that shown in Fig. 1, either the independent valve 5b, or Valve 6b connected with the accelerator, controls the position of Ythe clutch and the clutch position controls again the operation' vehicle, and the shift pump can shift the gearsas these are freed. However, this arrangement is inferior to that shown in which such a valve' is operatively associated with a two-way clutch, as with a freewheel the gear transmission will not be freed by said overrunning clutch when the engine speed is greater than the car speed and no reliable shift can be made unless the shift pump is made of very large dimensions so that it is able to pull the gears out of gear 'at low speeds when the car speed may be below the engine speed.

I claim:

1. A vacuum power and manual gearshifting mechanism for motor vehicles, comprising at least three forward speeds and a reverse gear speed, comprising at least two shiftrods, a gearshift lever to engage said rods manually by a transverse movement thereof when said rods are in neutral position, vacuum power means associated with said manual gearshifting means comprising a single shift cylinder and a single piston therein, operating in two directions to eiTect a gearshift by combined manual and -vacuum power, a manually operated selector valve comprising a single vacuum connection and a single atmospheric connection, said valve having two end ports delivering alternately atmospheric pressure to opposite sides of said piston in said cylinder, andan intermediate port delivering alternately vacuum to opposite sides of said piston 

